JP5742967B2 - Electric car - Google Patents

Electric car Download PDF

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Publication number
JP5742967B2
JP5742967B2 JP2013553709A JP2013553709A JP5742967B2 JP 5742967 B2 JP5742967 B2 JP 5742967B2 JP 2013553709 A JP2013553709 A JP 2013553709A JP 2013553709 A JP2013553709 A JP 2013553709A JP 5742967 B2 JP5742967 B2 JP 5742967B2
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Prior art keywords
inverter
vehicle
width direction
fixed
outer plate
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JPWO2014128855A1 (en
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賢史 山中
賢史 山中
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トヨタ自動車株式会社
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Priority to PCT/JP2013/054139 priority Critical patent/WO2014128855A1/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0007Measures or means for preventing or attenuating collisions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00Arrangement or mounting of electrical propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0007Measures or means for preventing or attenuating collisions
    • B60L3/0015Prevention of collisions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/50Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66Arrangements of batteries
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D21/00Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152Front or rear frames
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D21/00Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/157Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00Arrangement or mounting of electrical propulsion units
    • B60K1/04Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0416Arrangement in the rear part of the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00Arrangement or mounting of electrical propulsion units
    • B60K1/04Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0438Arrangement under the floor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00Converter types
    • B60L2210/40DC to AC converters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00Other features of vehicle sub-units
    • B60Y2306/01Reducing damages in case of crash, e.g. by improving battery protection
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00Special features of vehicle units
    • B60Y2400/61Arrangements of controllers for electric machines, e.g. inverters
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies for applications in electromobilty
    • Y02T10/642Control strategies of electric machines for automotive applications
    • Y02T10/645Control strategies for dc machines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7038Energy storage management
    • Y02T10/705Controlling vehicles with one battery or one capacitor only
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/30Application of fuel cell technology to transportation
    • Y02T90/34Fuel cell powered electric vehicles [FCEV]

Description

  The present invention relates to an electric vehicle. In particular, in an electric vehicle, the present invention relates to a mounting structure of an inverter that converts DC power of a battery into AC and supplies the motor to a motor. The “electric vehicle” in this specification includes a hybrid vehicle and a fuel cell vehicle that include an engine together with a motor.

  There are two types of vehicle structures. A monocoque structure and a frame structure. The monocoque structure provides structural strength with a plate material, and the frame structure provides structural strength with a frame in which beams are combined. An automobile having a frame structure has two beams extending in the front-rear direction as main members that give structural strength. The beam is called a side member or a side frame. The two side members are the main members of the frame. The two side frames are connected by auxiliary beams extending in the vehicle width direction.

  The main components of the drive train are arranged between the two side members in the front compartment. This is because the space between the two side members is suitable for protecting the device from impact. For example, Japanese Patent Laying-Open No. 2005-029057 discloses an automobile in which an engine is disposed between two side members. Japanese Patent Laying-Open No. 2004-175301 discloses an electric vehicle having an improved arrangement of inverters. In the electric vehicle, a battery and an inverter that converts DC power of the battery into AC and supplies the motor to a motor are disposed between two side members. In addition, as a technique for protecting the inverter from the impact of a collision, Japanese Patent Laid-Open No. 2005-262894 discloses the following technique. In that technique, the inverter is fixed to the frame member with a bracket called a bracket. Secure the power cable to the bracket. A power cable is a cable that connects an inverter and a motor, and since a large current flows, it is a component that should be protected from an impact. When an impact is received, the bracket is also deformed in accordance with the deformation of the frame member, so that the relative displacement between the inverter and the bracket is reduced. Therefore, the possibility that the power cable is broken can be reduced.

  Although it is preferable to arrange an important device between two side members, the degree of freedom of device arrangement is small. The present specification provides a technique for effectively using the space of the front compartment of an electric vehicle. In the electric vehicle disclosed in this specification, the inverter is disposed outside the side member in the vehicle width direction in the front compartment. Therefore, another device can be arranged in the space between the two side members. Here, as described above, the “side member” is a kind of vehicle frame member and extends in the front-rear direction of the vehicle. Further, “outside in the vehicle width direction than the side member” means a side farther than the side member with respect to the center in the vehicle width direction of the vehicle. Further, “the inverter is arranged outside the side member” means that the whole inverter does not need to be located outside the side member, and at least half of the inverter may be arranged outside the side member. . Then, another device corresponding to half the volume of the inverter can be arranged between the two side members.

The inverter is fixed in the following manner. The inner side of the inverter in the vehicle width direction is fixed to the frame member. The outside of the inverter in the vehicle width direction is fixed to the cabin outer plate. The “cabin outer plate” is a shell-like metal plate that defines the cabin. Further, the inverter may be arranged above or below the side member, and the inner fixing strength may be lower than the outer fixing strength. By providing a difference in fixing strength, when an impact is applied obliquely from the front, the fixing between the side member and the inverter is released first, and the inverter becomes free from the side member. On the other hand, since the inverter is connected to the cabin outer plate, the inverter can move according to the deformation of the cabin outer plate when subjected to an impact. As the inverter moves, the impact received by the inverter is reduced.

  The side members are made of high-strength iron, while the cabin skins are made of steel plates, so the side members are more rigid. Therefore, in order to make the fixing strength between the inverter and the side member lower than the fixing strength between the inverter and the cabin outer plate, for example, a bracket that is easy to come off (easy to break) compared to fixing directly with a bolt. Adopt it.

  As described above, by disposing the inverter on the outside of the two side members (outside in the vehicle width direction), the degree of freedom in device layout of the front compartment can be increased. Further, the inner side of the inverter is fixed to the side member, the outer side is fixed to the cabin outer plate, and the inner fixing strength is made weaker than the outer fixing strength. By doing so, the inverter becomes free from the side members when it receives an impact from diagonally forward of the vehicle, but is kept connected to the cabin outer plate and is moderately allowed to move to mitigate the impact. be able to.

  In the above structure, the inner side of the inverter in the vehicle width direction is fixed to the frame member. The advantages of the structure can also be obtained with the following structure. That is, both the inner side and the outer side of the inverter in the vehicle width direction are fixed to the cabin outer plate, and the cabin outer plate is fixed to the frame member on the inner side of the inverter in the vehicle width direction. Then, the fixing strength on the outside in the vehicle width direction of the inverter is set higher than the fixing strength on the inside or the fixing strength between the cabin outer plate and the frame member. Even in such a structure, when the vehicle receives an impact from diagonally forward of the vehicle, the inverter is free from the side members, but the connection with the cabin outer plate is maintained, and the movement is allowed to be moderately permitted. Can be relaxed.

  Details and further improvements of the technology disclosed herein are described in the following examples.

It is a top view of the electric vehicle of 1st Example. It is a side view of an electric vehicle. It is a front view of an electric vehicle. It is an expansion perspective view of the fixed location of a side member and an inverter. It is a top view which shows an example of a motion of the inverter when it receives the impact from diagonally forward. It is a side view of the electric vehicle of 2nd Example. It is a front view of the electric vehicle of 2nd Example. It is a front view of the electric vehicle of 3rd Example.

Regarding the mounting structure of the inverter, some preferable features of the technology described in the embodiments are listed below.
(1) The inverter is located above the frame member.
(2) The inverter is arranged on the fender apron.
(3) The inverter is arranged behind the center in the front-rear direction of the front compartment.

  (First Embodiment) FIGS. 1 to 3 show a plan view, a side view, and a front view of an electric vehicle according to a first embodiment. Here, since the relationship between the vehicle frame member, the cabin outer plate, and the inverter will be described, illustration and description of other components will be omitted as appropriate.

  A traveling motor 6 and an inverter 4 are mounted in the front compartment 31 of the electric vehicle 2. The inverter 4 converts the DC power of the battery 35 disposed in the luggage space behind the vehicle into AC power and supplies the AC power to the motor 6. Since a large alternating current is supplied from the inverter 4 to the motor 6, the inverter 4 is disposed near the motor 6 in order to reduce power transmission loss. Therefore, both the motor 6 and the inverter 4 are mounted in the front compartment.

  The electric vehicle 2 has a frame structure. The two side members 3 are main components (frame members) of the frame. The two side members 3 mainly provide the structural strength of the electric vehicle 2. The two side members 3 extend parallel to the vehicle front-rear direction and are connected by a plurality of cross members 21 extending in the vehicle width direction. The motor 6 is disposed between the two side members 3. The motor 6 is fixed to the cross member 21. The motor 6 is disposed between the two side members 3 having high strength, and the side member 3 protects the motor 6 when the vehicle collides.

  The inverter 4 is arranged outside the side member 3 in the vehicle width direction, not between the two side members 3. However, the inverter 4 is fixed to one side member 3 with a bolt 13 and 14 via a bracket 7. The bracket 7 is a metal fitting for attaching the inverter 4 to the side member 3, and is made of a metal plate.

  The inverter 4 is also fixed to the cabin outer plate 5. The cabin outer plate 5 is a structure that defines a cabin (boarding space 32), and is mainly made of a metal plate. In addition, the code | symbol 33 in a figure has shown the sheet | seat which the passenger | crew sits arrange | positioned in the cabin space 32. FIG.

  As well shown in FIGS. 1 and 3, the inverter 4 is fixed to the side member 3 via a bracket 7 on the inner side in the vehicle width direction, and fixed to the cabin outer plate 5 on the outer side in the vehicle width direction. Has been. In FIG. 3, a straight line CL indicates the vehicle center in the vehicle width direction. Accordingly, the inner side in the vehicle width direction means the side closer to the center line CL than the side member 3, and the outer side in the vehicle width direction means the side farther from the center line CL than the side member 3. In FIG. 3, the cabin outer plate 5 shows only the vicinity of the inverter 4, and the other portions are not shown.

  The bracket 7 has a structure in which the inverter 4 is detached when a predetermined load is applied. Here, the “load of a predetermined magnitude” is a value lower than the fixing strength between the cabin outer plate 5 and the inverter 4. Further, the fixing strength of the bracket 7 is adjusted so that the inverter 4 is detached from the side member 3 due to an assumed impact. In other words, the fixing strength between the cabin outer plate 5 and the inverter 4 is adjusted so that it can withstand an assumed impact.

  FIG. 4 shows an example of the structure of the bracket 7. Note that FIG. 4 is drawn upside down (see the coordinate system in the figure). The bracket 7 has a through hole 7a and a slit 7b. The bracket 7 is fixed to the side member 3 with a bolt 13 through the through hole 7a. On the other hand, the bracket 7 is fixed to the inverter 4 with bolts 14 through the slits 7b. The negative direction of the X axis in FIG. 4 corresponds to the rear of the vehicle. The slit 7b opens toward the rear of the vehicle. Therefore, when a predetermined load is applied to the inverter 4 toward the rear of the vehicle (in the direction of arrow A in FIG. 4), the inverter 4 is detached from the bracket 7, that is, from the side member 3.

  The advantages of the above structure of the bracket 7 will be described. FIG. 5 is a plan view of the same electric vehicle 2 as in FIG. 1, but an arrow indicated by a symbol F represents an impact that the electric vehicle 2 receives from the right front. The bold lines indicate the deformation of the cabin outer plate 5 and the movement of the inverter 4 when subjected to an impact. When an impact is received from the right front, the right front portion of the cabin outer plate 5 bends to the left rear. The inverter 4 is fixed to the cabin outer plate 5 on the outer side and to the side member 3 on the inner side. However, when the rearward impact load exceeds a predetermined magnitude, the inverter 4 is detached from the bracket 7 and the inverter 4 is Free from member 3. Therefore, the inverter 4 moves to the left rear according to the deformation of the cabin outer plate 5. As shown in FIGS. 2 and 3, the inverter 4 is located above the side member 3. Therefore, the inverter 4 can move to the left rear without interfering with the side member 3. When receiving an impact, the inverter 4 is unfixed from the side member 3 and moves backward. As the inverter 4 moves, the received impact is alleviated.

  In the above structure, the inverter 4 is disposed outside the two side members 3. Therefore, other important devices can be arranged in the space between the side members 3. The electric vehicle 2 according to the embodiment has an advantage that the degree of freedom of device layout in the front compartment is high.

  (Second Embodiment) Next, an electric vehicle according to a second embodiment will be described. FIG. 6 shows a side view of the electric vehicle 102 of the second embodiment, and FIG. 7 shows a front view of the electric vehicle 102. In FIGS. 6 and 7, the illustration of the motor is also omitted. The electric vehicle 102 of the second embodiment is an example in which the above-described inverter mounting structure is applied to a large vehicle such as a pickup truck. In the case of a large vehicle, the space of the front compartment 31 is high, and the space above the front wheels is wide. In such a case, the inverter 4 is preferably arranged behind the center of the front compartment 31 in the front-rear direction. 6 indicates the length of the front compartment 31 in the front-rear direction. The inverter 4 is arranged in the rear half range of the front compartment 31 (the range indicated by L / 2 in the figure). By disposing the inverter 4 rearward in the front compartment, the impact received by the inverter 4 when the vehicle collides can be reduced.

  In addition, when there is a space above the front wheel, the inverter 4 may be fixed to the upper part of the fender apron 105a. The fender apron 105a is a part of the cabin outer plate 105 and is a place where the front fender 108 is attached.

  (Third Embodiment) Next, an electric vehicle according to a third embodiment will be described. In FIG. 8, the front view of the electric vehicle 202 of 3rd Example is shown. 3rd Example is a modification of the fixing structure of the inverter in the electric vehicle 2 of 1st Example. The inverter 4 has an inner side and an outer side in the vehicle width direction fixed to the cabin outer plate 205. More specifically, the inner side and the outer side of the inverter 4 are fixed to the cabin outer plate 205 with bolts 14 via brackets 207, respectively. The bracket is a metal fitting for fixing an object. In this case, the bracket 207 is a metal fitting for fixing the inverter 4 to the cabin outer plate 205.

  The cabin outer plate 205 is fixed to the frame member 3 by bolts 13 on the inner side in the vehicle width direction (side closer to the center line CL) than the inverter 4. The fixing strength between the cabin outer plate 205 and the frame member 3 is lower than the fixing strength on the outside of the inverter 4 in the vehicle width direction. The fixed strength on the outside of the inverter 4 in the vehicle width direction is adjusted so that it can withstand an assumed collision impact, and the fixed strength between the cabin outer plate 205 and the frame member 3 is released by the assumed collision impact. Have been adjusted so that.

  The structure of the third embodiment can achieve the same effects as the electric vehicles of the first and second embodiments. That is, when the inverter 4 receives an impact, the cabin outer plate 205 and the side member 3 are unfixed, and the inverter 4 becomes free from the side member. As a result, it moves backward in response to an impact. As the inverter 4 moves, the received impact is alleviated.

  In the third embodiment, the fixing strength between the cabin outer plate 205 and the frame member 3 is lower than the fixing strength on the outside of the inverter 4 in the vehicle width direction. The same advantage can be obtained even if the fixed strength on the inner side in the vehicle width direction of the inverter 4 is made lower than the fixed strength on the outer side instead of such a fixed strength relationship.

  In order to realize different fixing strengths, the bracket 7 exemplified in the first embodiment may be used, or it may be realized by changing the diameter of the bolt for fixing the inverter. Specifically, a bolt having a small diameter is used to fix the outer side of the inverter in the vehicle width direction, and a large diameter is used for fixing the inverter on the inner side in the vehicle width direction or fixing the cabin outer plate 205 and the frame member 3. Use bolts.

  Points to be noted regarding the technology described in the embodiments will be described. The side member 3 extending in the vehicle front-rear direction corresponds to an example of a frame member.

  Representative and non-limiting specific examples of the present invention have been described in detail with reference to the drawings. This detailed description is intended merely to present those skilled in the art with the details for practicing the preferred embodiments of the present invention and is not intended to limit the scope of the invention. In addition, the disclosed additional features and inventions can be used separately from or in conjunction with other features and inventions to provide further improved electric vehicles.

  Further, the combinations of features and steps disclosed in the above detailed description are not indispensable when practicing the present invention in the broadest sense, and are only for explaining representative specific examples of the present invention. It is described. Moreover, various features of the representative embodiments described above, as well as various features of those set forth in the independent and dependent claims, are described herein in providing additional and useful embodiments of the invention. They do not have to be combined in the specific examples or in the order listed.

  All the features described in this specification and / or the claims are independent of the configuration of the features described in the examples and / or the claims. As a limitation to the matter, it is intended to be disclosed individually and independently of each other. Furthermore, all numerical ranges and descriptions regarding groups or groups are intended to disclose intermediate configurations as a limitation to the specific matters described in the original disclosure and claims.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

2, 102, 202: Electric vehicle 3: Side member 4: Inverter 5, 105, 205: Cabin outer plate 6: Motor 7, 207: Bracket 7a: Through hole 7b: Slit 21: Cross member 31: Front compartment 32: Cabin Space 105a: Fender apron 108: Front fender CL: Center line

Claims (5)

  1. An inverter that supplies AC power to the motor for traveling is arranged outside the two frame members extending in the front-rear direction of the vehicle in the vehicle width direction in the front compartment of the vehicle ,
    The inside of the inverter in the vehicle width direction is fixed to the frame member, and the outside of the inverter in the vehicle width direction is fixed to the outer plate of the cabin, and the inner fixing strength is lower than the outer fixing strength.
    An electric vehicle characterized by that.
  2. An inverter that supplies AC power to the motor for traveling is arranged outside the two frame members extending in the front-rear direction of the vehicle in the vehicle width direction in the front compartment of the vehicle,
    The inside and outside of the inverter in the vehicle width direction are fixed to the outer plate of the cabin, and the cabin outer plate is fixed to the frame member on the inner side of the inverter in the vehicle width direction. The strength is higher than the inner fixed strength or the fixed strength between the cabin skin and the frame member,
    An electric vehicle characterized by that.
  3. The electric vehicle according to claim 1 , wherein the inverter is located above the frame member.
  4. The electric vehicle according to any one of claims 1 to 3 , wherein the inverter is arranged on a fender apron.
  5. The electric vehicle according to any one of claims 1 to 4 , wherein the inverter is disposed rearward of the front-rear direction center of the front compartment.
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US20150375622A1 (en) 2015-12-31
WO2014128855A1 (en) 2014-08-28
US9718362B2 (en) 2017-08-01
PH12015501829B1 (en) 2015-11-09
KR20150110648A (en) 2015-10-02
PH12015501829A1 (en) 2015-11-09
EP2960089A4 (en) 2016-03-09
CN104995051A (en) 2015-10-21
JPWO2014128855A1 (en) 2017-02-02
KR101704955B1 (en) 2017-02-08
EP2960089B1 (en) 2017-10-04
BR112015018782A2 (en) 2017-07-18
CN104995051B (en) 2017-09-05

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